JP2003291670A - Front engine rear drive type automobile with hybrid drive device mounted thereon - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device and a front engine and rear drive type automobile equipped with it capable of achieving excellent regenerative efficiency by a second motor at braking while dispensing with large change of the vehicle and eliminating inconveniences such as reducing an occupant space. <P>SOLUTION: A differential gear 15 is provided with a hypoid gear comprising a ring gear 26 fixed in a differential case D and a drive pinion 25 engaged with the gear 26 and fixed on an end of a propeller shaft 13. The differential gear 15 is constituted so that the driving force transmitted from an output shaft 12 through the propeller shaft 13 is distributed to driving shafts 8a and 8b of left and right rear wheels 5a and 5b. The second motor 23 is arranged so as to interlock on a downstream side of the differential case D including the differential case D in a stream of the power transmission. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid drive device and an FR (front engine / rear drive; the FR in this specification) equipped with the hybrid drive device.
The present invention relates to an arrangement structure in which a hybrid drive device of a type (so-called two-motor type) having two motors (a concept including a generator) is mounted on the automobile in an FR format.

[0002]

2. Description of the Related Art Conventionally, as a hybrid drive device, an output from an engine is distributed by a planetary gear to a motor (generally referred to as a generator) and a traveling output side, and the motor is mainly controlled as a generator, whereby the planetary gear is operated. Is a two-motor type vehicle in which the output torque of the motor is controlled steplessly, and the torque of another motor (generally referred to as a drive motor) is combined with the planetary gear output torque and output to the output shaft if necessary. It is installed in (registered trademark name Prius) for practical use.

The two-motor type hybrid drive device actually used is mounted on an automobile for FF (front engine / front drive; referred to as FF in this specification). As described in German Patent DE 198 03 160, it is also intended to be mounted on a large FR type passenger car. An outline of the FR type hybrid drive device is shown in FIG.

A vehicle 1 equipped with a hybrid drive device
As shown in FIG. 6, the front of the vehicle body 2, approximately the front wheels 3a,
Internal combustion engine 6 such as a gasoline engine in the portion between 3b
However, it is arranged with its crankshaft in the front-back direction,
Further, the two-motor type hybrid drive device 54 is disposed adjacent to the rear of the engine 6. The hybrid drive device 54 is substantially aligned with the crankshaft in the axial direction, and the first motor (generator) 10 and the power distribution planetary gear 1 are sequentially arranged from the engine side.
First and second motors (driving motors) 40 are arranged. Note that reference numerals 4a and 4b in the figure denote drive shafts for the left and right front wheels 3a and 3b.

In the hybrid drive device 54, an input shaft 28 is connected to an output shaft 6a consisting of a rearward projecting portion of an engine crankshaft via a damper device 9, and the input shaft 28 is coaxially arranged on the outer diameter side of the input shaft. One motor 10 is arranged. The first motor 10 is of an AC permanent magnet synchronous type (brushless DC motor), and is rotatably supported by a stator 10a fixed to a case and a predetermined air gap on the inner diameter side of the stator. And a rotor 10b.

The power distributing planetary gear 11 is a simple planetary gear arranged coaxially with the input shaft 28. The carrier C1 is connected to the input shaft 28 and supports a plurality of planetary pinions P1, and the rotor 10b. And a ring gear R1 that serves as a traveling output unit. The ring gear R1 is connected to the output shaft 12 extending rearward on the same axis as the input shaft 28.

The second motor 40 is a similar brushless D
The motor is a C motor and is larger than the motor 10, and is arranged coaxially with the output shaft 12 on the outer diameter side thereof, and is fixed to the case with a stator 40a and a predetermined air gap on the inner diameter side. And a rotor 40b that is rotatably supported. The hybrid drive device 54 is housed in an integrated case, and the front end of the integrated case is fixedly attached to the rear end surface of the engine 6.

The output shaft 12 projects from the case and extends further rearward, and includes a flexible coupling 43 and a well-known propeller shaft 13 (not shown).
It is actually connected to the differential device 15 via a universal joint, a center bearing, etc.), and is further transmitted from the differential device to the rear wheels 5a, 5b via the left and right drive shafts 8a, 8b.

F equipped with the hybrid drive device 54
In the R vehicle 1, the output of the engine 6 is transmitted to the carrier C1 of the power distribution planetary gear 11 via the damper device 9 and the input shaft 28. With the planetary gear 11,
The engine output is distributed and transmitted from the sun gear S1 to the first motor (generator) 10 and from the ring gear R1 to the output shaft 12. Here, by controlling the first motor 10, the output torque and rotation of the output shaft 12 are continuously adjusted and output. When a large torque is required at the time of starting, the second motor (driving motor) 40 is driven, and the motor torque is transmitted to the propeller shaft 13 by assisting the torque of the output shaft 12, Further, it is transmitted to the rear wheels 5a and 5b via the differential device 15 and the left and right drive shafts 8a and 8b.

Incidentally, the second motor 40 is the same as the first motor.
The electric power generated by the motor 10 is used as energy, and when the generated energy is insufficient, the energy from the battery stored in the first motor 10 is also used, and further functions as a regenerative generator during braking.

[0011]

The above-described two-motor type hybrid drive device 54 has excellent effects such as improvement of fuel consumption and reduction of exhaust gas due to high energy efficiency, and the first motor due to output torque of the engine. The size of 10 is specified, and the size of the second motor 40 is also specified according to the vehicle weight, required acceleration performance, and the like. Therefore, when applied to a vehicle with a large engine displacement, generally FR
Although it is a type, the first motor 10 corresponding to the above requirements
If the second motor 40 and the second motor 40 are adopted, in order to satisfy the outer diameter and axial dimension (stacked thickness) of the motor, the hybrid drive device 54 housed in the integrated case and attached to the engine 6 is shown in FIG. It becomes difficult to fit in the current automatic transmission disposition space indicated by the dotted line A.

Therefore, in order to mount the above-described hybrid drive device 54 on an FR vehicle, particularly an automobile equipped with a large displacement engine, it is necessary to drastically change the vehicle itself such as installing a new platform. At the same time, it is necessary to sacrifice passenger (loading) space.

On the other hand, in the differential device 15 to which the driving force from the engine 6 and / or the second motor 40 is transmitted, the center line of rotation of the ring gear 26 (see FIG. 2) and the drive pinion 25 (which meshes with this). A hypoid gear is adopted for the ring gear 26 and the drive pinion 25 for the purpose of shifting the center of rotation (see FIG. 2) and lowering the propeller shaft 13, and thus the floor of the passenger compartment.

However, although the hypoid gear has a large meshing ratio and can obtain good transmission efficiency, it transmits rotation while slidingly contacting in the width direction of the teeth, so that the second motor 40 is used, for example, when the vehicle is braked. When recovering (regenerating) electric energy, the drive shafts 8a, 8b of the rear wheels 5a, 5b
The rotational force transmitted from the side through the ring gear 26 and the drive pinion 25, etc., has a reduced transmission efficiency at the meshing portion between the ring gear 26 and the drive pinion 25.
Therefore, from the drive pinion 25 to the propeller shaft 1
The regenerative efficiency from the rotational force transmitted to the second motor 40 via 3 is largely reduced. In particular, as described above, F
With the R structure, the rear wheel side has a low load due to the movement of the vehicle center of gravity (load) during braking, and the transmission efficiency of the hypoid gear that transmits the rotation while sliding the tooth surfaces is 6
As a result, the efficiency will deteriorate to about 0%, and the regeneration efficiency will be poor and the fuel efficiency improvement rate will decrease.

Therefore, according to the present invention, by disposing the second motor separately from the engine, the first motor, and the like, it is possible to eliminate the need to make a large change in the vehicle itself such as the installation of a new platform, and to make the occupant (loading) ) A hybrid drive device and a hybrid drive device that solve the above-mentioned problems and are configured so that high regenerative efficiency by the second motor can be obtained during braking etc. while eliminating the inconvenience of sacrificing space It is intended to provide an FR type automobile.

[0016]

The present invention according to claim 1 (see, for example, FIGS. 1 to 3 and 5) comprises a first motor (10), a planetary gear (11) for power distribution,
A second motor (23 or 30, 31), and the driving force transmitted to the input shaft (28) is transmitted to the first motor (10) and the output shaft ( In a FR type automobile (1) equipped with a hybrid drive device (51) which is distributed to and transmitted to a propeller shaft (12), a propeller shaft (13) extending rearward of the vehicle body on the output shaft (12). The differential device (15) is connected via the
5) is a ring gear (2) fixed to the differential case (D).
6) and a drive pinion (25) that meshes with the ring gear (26) and is fixed to the tip of the propeller shaft.
The drive force transmitted from 2) via the propeller shaft (13) is applied to the drive shafts (8) of the left and right rear wheels (5a, 5b).
a, 8b), so that the second motor (23 or 30, 31) interlocks downstream of the differential case (D) including the differential case (D) in the flow of power transmission. The FR type automobile (1) is equipped with a hybrid drive device (51) characterized by being arranged.

According to a second aspect of the present invention (see, for example, FIG. 1), the ring gear (2) is provided on the differential case (D).
The hybrid drive according to claim 1, wherein a rotation transmission gear (16) is fixed so as to rotate integrally with 6), and the rotation transmission gear (16) is connected to the second motor (23). FR type automobile equipped with device (51) (1)
It is in.

In the present invention according to claim 3 (see, for example, FIG. 1), the second motor (23) is a stator (23a).
And a rotor (23b), and the rotation transmission gear (1
6) is the second motor (23) via a reduction gear train (17) in which a plurality of gears (19, 20, 21) are arranged in parallel.
The FR type automobile (1) equipped with the hybrid drive device (51) according to claim 2, which is connected to the rotor (23b).

According to a fourth aspect of the present invention (see, for example, FIGS. 3 and 5), second motors (31, 30) are arranged on the left and right drive shafts (8a, 8b), respectively. FR equipped with the hybrid drive device (51) according to 1.
It is in a type of car (1).

According to a fifth aspect of the present invention (see, for example, FIG. 3), the left and right second motors (31, 30) are provided with a stator (31a, 30a) and a rotor (31b, respectively).
30b), and the left and right second motors (31, 3)
0) are arranged coaxially with the left and right drive shafts (8a, 8b), respectively, and the second motors (31, 30)
Each rotor (31b, 30b) of the left and right drive shaft (8
drive shafts (8a, 8b) via reduction planetary gears (29, 27) coaxially arranged in (a, 8b).
An FR type automobile (1) equipped with the hybrid drive device (51) according to claim 4, which is connected to the vehicle.

According to a sixth aspect of the present invention (see, for example, FIG. 5), the left and right second motors (31, 30) are provided with a stator (31a, 30a) and a rotor (31b, respectively).
30b), the first and second rotation transmission gears (56, 50) are fixed to the left and right drive shafts (8a, 8b), respectively, and the first and second rotation transmission gears (56, 5) are fixed.
0) to a plurality of gears (57, 59, 60, 51, 52,
The hybrid drive device (51) according to claim 4, wherein 53) is connected to each rotor (31b, 30b) of the left and right second motors (31, 30) via a parallel reduction gear train. It is in the FR type car (1).

The present invention according to claim 7 (see, for example, FIGS. 1 to 3 and 5), a hybrid drive system mounted on an FR type automobile (1) according to any one of claims 1 to 6. It is in (51).

The reference numerals in parentheses are for the purpose of contrasting with the drawings, but this is for convenience of understanding the invention, and is not limited to the structure of the claims. It has no effect. Further, in the present invention, a motor converts electric energy into rotary motion,
The concept is not limited to a so-called motor in a narrow sense, and includes a so-called generator that converts rotational motion into electric energy.

[0024]

According to the present invention of claim 1, the second motor is separated from the first motor and the power distribution planetary gear and the like, and is interlocked in the flow of power transmission downstream of the differential case including the differential case. Since the second motor can be arranged without being influenced by the shape of the vehicle body along the propeller shaft, the degree of freedom in mounting the hybrid drive device on an FR type vehicle is improved. can do. As a result, the first motor, the planetary gear for power distribution, etc.
It is possible to fit in the conventional automatic transmission installation space, making it possible to eliminate the need for major changes in the vehicle itself such as new platform installation, while eliminating the inconvenience of sacrificing passenger (loading) space, etc. It is possible to obtain a suitable drive device by mounting it on an FR type automobile that can mount a large displacement engine. Since it is not necessary to downsize the second motor, for example, a motor that can be expected to generate sufficient torque can be arranged as the second motor.

In addition, in a vehicle equipped with the hybrid drive system, the fuel consumption is significantly improved as compared with a vehicle having a structure in which the vehicle is driven only by the driving force of the engine. It is possible to reduce the size of the gasoline tank that is often arranged in the above, and to arrange the second motor in a space that is vacant accordingly. Furthermore, by connecting the second motor on the downstream side of the transmission of the ring gear, when regenerating at the time of braking or the like, the rotational driving force of the rear wheel can be changed to the second rotational drive force without passing through the meshing portion of the hypoid gear in the differential device. It is possible to improve the transmission efficiency, which is normally reduced by about 40%, and the regeneration efficiency (power recovery rate). Moreover, since only the engine torque × power share is input to the hypoid gear, the size of the hypoid gear can be reduced.

According to the second aspect of the present invention, the rotation transmission gear is fixed to the differential case so as to rotate integrally with the ring gear, and the rotation transmission gear is connected to the second motor. It is possible to realize a hybrid drive device having a simple structure in which assisting or regeneration during braking can be sufficiently performed by the second motor.

According to the present invention of claim 3, the second motor comprises a stator and a rotor, and the rotation transmission gear comprises:
Since the plurality of gears are connected to the rotor of the second motor via the reduction gear train in parallel, the motor is rotated according to the arrangement of the second motor by appropriately changing the number of gears of the reduction gear train. A structure that can be easily and surely connected to the transmission gear is realized.

According to the present invention of claim 4, since the second motors are respectively arranged on the left and right drive shafts, for example,
By simply arranging two motors that generate half of the generated torque, the same effect as when only one second motor is provided can be obtained, and the driving force from each second motor can be corresponded. Therefore, the rear wheels can be individually provided, and thus the drive controllability of the vehicle can be improved.
Further, not only the size of the hypoid gear but also the diff size can be reduced.

According to the present invention of claim 5, the left and right second motors are arranged coaxially with the left and right drive shafts, respectively.
In addition, since each rotor of the second motor is connected to each drive shaft through a planetary gear for reduction arranged coaxially with the left and right drive shafts, the two second motors are used, The arrangement space can be reduced as much as possible.

According to the present invention of claim 6, the first and second rotation transmission gears are fixed to the left and right drive shafts, respectively, and these rotation transmission gears are passed through a reduction gear train in which a plurality of gears are arranged in parallel. Since it is connected to the rotors of the left and right second motors, the number of gears in the reduction gear train can be changed appropriately to easily and reliably attach the motors to the rotation transmission gears according to the arrangement of the second motors. A structure that can be connected is realized.

According to the present invention of claim 7, the hybrid drive device is mounted on the FR type vehicle according to any one of claims 1 to 6. Therefore, when the hybrid drive device is mounted on the FR type vehicle. It is possible to eliminate the inconvenience of making a large change in the vehicle itself, such as a new platform, and sacrificing passenger (loading) space.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic plan view showing an example of an automobile equipped with the hybrid drive system of the present embodiment, and FIG. 2 is a perspective view showing the basic structure of a differential device provided in the automobile. As shown in FIG. 1, a vehicle 1 equipped with the hybrid drive device 51 includes a front wheel (front wheel) 3a, 3 in front of a vehicle body 2.
An internal combustion engine 6 such as a gasoline engine is provided in a portion between b
The crankshaft is arranged with the front-rear direction. Further, behind the engine 6, the hybrid drive device 5 is provided.
First motor (generator) 1 forming a part of
0 and the power distribution planetary gear 11 are substantially aligned with the crankshaft in the axial direction in the installation space of the conventional automatic transmission shown by the dotted line A, and are sequentially arranged from the engine side. Note that reference numerals 4a and 4b in the figure denote drive shafts for the front wheels 3a and 3b.

In the hybrid drive device 51, the input shaft 28 is connected to the output shaft 6a consisting of the rearward projecting portion of the engine crankshaft via the damper device 9, and the input shaft 28 is coaxially arranged on the outer diameter side of the input shaft. One motor 10 is arranged. The first motor 10 is of an AC permanent magnet synchronous type (brushless DC motor), and is rotatably supported by a stator 10a fixed to a case and a predetermined air gap on the inner diameter side of the stator. And a rotor 10b.

The power distribution planetary gear 11 is
A carrier C1 which is composed of a simple planetary gear coaxially arranged on the input shaft 28, is connected to the input shaft 28, and supports a plurality of planetary pinions P1, a sun gear S1 connected to the rotor 10b, and a traveling output. And a ring gear R1 as a part. The ring gear R1 is connected to the output shaft 12 extending rearward on the same axis as the input shaft 28.

The output shaft 12 integrally fixing the ring gear R1 includes a flexible coupling 24 and a well-known propeller shaft 13 (which is omitted but actually has a universal joint, a center bearing, etc.). It is connected to the differential device 15 via the differential device 15 and further transmitted from the differential device to the rear wheels (rear wheels) 5a, 5b via the left and right drive shafts 8a, 8b.

A second motor 23 is arranged on the downstream side of a transmission of a ring gear 26 (see FIG. 2), which will be described later, of the differential device 15 so as to interlock with the ring gear 26. The second motor 23 is the first motor 1
0 and a power distribution planetary gear 11 and the like constitute the hybrid drive device 51. The hybrid drive device 51 is a brushless DC motor similar to the motor 10 and larger than the motor 10, and is fixed to a fixing member such as a case. It has a stator 23a and a rotor 23b that is rotatably supported on its inner diameter side with a predetermined air gap.

On the other hand, the differential device 15
As shown in FIG. 2, a ring gear 26 fixed to a differential case D (illustrated with a part omitted for convenience), a drive pinion 25 meshed with the ring gear 26 and fixed to the tip of the propeller shaft 13, Side gears 40a and 40b located in the differential case D and coupled to the drive shafts 8a and 8b, respectively, and pinion gears 41a and 41b meshing with the gears 40a and 40b and supported by the differential case D via brackets 44 and 45, respectively. , And the left and right rear wheels 5a, 5b based on the rotation of the ring gear 26.
Is configured to be differentially rotated. The drive pinion 25 and the ring gear 26 are formed of hypoid gears, and are arranged so that the rotation center line of the ring gear 26 and the rotation center of the drive pinion 25 meshing with the ring gear 26 are deviated from each other, so that the propeller shaft 13 and hence the floor of the passenger compartment are lowered. It is supposed to be.

Further, as shown in FIGS. 1 and 2, the rotation transmission gears 16 are arranged in parallel so as to rotate coaxially with the ring gear 26 and integrally with the ring gear 26, and further, the rotation transmission gears 16 are arranged. Is coupled to the rotor 23b of the second motor 23 via the reduction gear train 17 in which a plurality of gears 19, 20, and 21 are arranged in parallel. The reduction gear train 17 includes a small-diameter gear 19 rotatably supported by a supporting means (not shown) and a large-diameter gear 20 coaxially and integrally provided with the gear 19.
The gear 21 integrally provided at the tip of the output shaft 34 of the rotor 23b. The reduction gear train 17 causes the output shaft 34, and thus the second motor 23, to drive the drive shafts 8a, 8b.
Are arranged along the axial direction of.

In FIG. 2, the tooth surface of the ring gear 26 is drawn toward the front side of the drawing in order to clearly show the tooth surface shape of the ring gear 26. However, the rotation transmission gear 16 of FIG. When applied to the ring gear 26, the ring gear 26 is arranged so as to be coaxial with and integrally rotatable with the ring gear 26 on the back side (the back side of the plane of FIG. 2).

F equipped with the present hybrid drive device 51
In the R vehicle 1, the output of the engine 6 is transmitted to the carrier C1 of the power distribution planetary gear 11 via the damper device 9 and the input shaft 28. The planetary gear 11 outputs the engine output from the sun gear S1 to the first motor (generator) 10 and the ring gear R1.
Is distributed to the output shaft 12 and transmitted. Where the first
By controlling the motor 10 of, the output torque and the rotation to the output shaft 12 are continuously adjusted and output.

When a large torque is required at the time of starting, the second motor (driving motor) 23 is driven,
The rotation (motor torque) of the rotor 23b causes the output shaft 3 to rotate.
4, the gear 21, the large-diameter gear 20, the small-diameter gear 19, and the rotation transmission gear 16 are transmitted to the ring gear 26 of the differential device 15, and the motor torque is transmitted from the propeller shaft 13 to the ring gear 26. With the assistance, the pinion gears 41a and 41b, the side gears 40a and 40b, and the left and right drive shafts 8a and
It is transmitted to the rear wheels 5a and 5b via 8b.

The second motor 23 uses the power generated by the first motor 10 as energy, and when the generated energy is insufficient, the energy from the battery stored in the first motor 10 is used. It also functions as a regenerative generator when braking. That is, for example, when a driver performs a brake operation, the second motor 23 functions as a regenerative brake and a regenerative generator to recover energy from the rear wheels 5a and 5b (regeneration). At this time, the second motor 23
Is connected on the downstream side of the transmission of the ring gear 26 of the differential device 15, so that the side gears 40 from the drive shafts 8a and 8b are not passed through the meshing portion of the drive pinion 25 of the device 15 and the ring gear 26.
Torque is transmitted via the a and 40b, the pinion gears 41a and 41b, the ring gear 26 (differential case D), the rotation transmission gear 16 and the reduction gear train 17. Therefore, it is possible to improve the transmission efficiency that would normally be reduced by about 40% and to regenerate with high efficiency. In addition, hypoid gear (2
Since only engine torque x power share is input to (5, 26), it is possible to reduce the size of the hypoid gear.

In the present embodiment, the second motor 23 is provided downstream of the differential case D including the differential case D on the downstream side of the transmission of the ring gear 26 of the differential device 15, that is, in the power transmission flow. Since the internal combustion engine 6 and the first motor 10 are located separately from each other, the second motor 2
3 can be arranged without being influenced by the shape of the vehicle body along the propeller shaft 13, so that the degree of freedom in mounting the hybrid drive device 51 on the FR type automobile 1 can be improved. This makes the first
The motor 10 and the planetary gear 11 for power distribution,
It can be accommodated in the conventional automatic transmission arrangement space A. Therefore, it is possible to eliminate the need to make a large change in the vehicle itself, such as a new platform, while eliminating the inconvenience of sacrificing passenger (loading) space. A suitable drive device 51 is realized by being mounted on an FR type automobile capable of mounting a large displacement engine. Then, since it is not necessary to downsize the second motor 23, for example,
A motor that can be expected to generate sufficient torque can be adopted as the second motor 23.

Further, in the automobile 1 equipped with the hybrid drive device 51, the fuel consumption is significantly improved as compared with the case where the vehicle is driven by only the engine 6 without the second motor 23. As a result, the size of the gasoline tank that is often placed under the rear seats is kept small,
Along with this, the second motor 23 can be arranged with a margin in the empty space. In recent years, vehicles having a structure that does not have a spare tire storage portion have also appeared, but in such a structure, the second motor 23 can be provided in an empty space due to not having a spare tire storage portion. It is also possible to arrange with.

Further, in the present embodiment, the ring gear 26
The rotation transmission gear 16 is arranged in parallel so as to rotate coaxially with the gear 26, and the rotation of the ring gear 26 is transmitted to the second motor 23 via the rotation transmission gear 16. Therefore, only one second motor 23 can be arranged, and accordingly, the hybrid drive device 51
The configuration of is simpler. And differential case D
In addition, since the rotation transmission gear 16 is fixed so as to rotate integrally with the ring gear 26 and the rotation transmission gear 16 is connected to the second motor 23, assisting or braking by one second motor 23 is performed. A hybrid drive device 51 having a simple configuration capable of sufficiently regenerating time is realized. Further, since the rotation transmission gear 16 is connected to the rotor 23b of the second motor 23 via the reduction gear train 17 in which a plurality of gears are arranged in parallel, the number of gears in the reduction gear train 17 can be changed as appropriate. According to the arrangement of the two motors 23, a configuration is realized in which the motors can be easily and surely connected to the rotation transmission gear 16.

<Second Embodiment> Next, a second embodiment will be described with reference to FIGS. 3 and 4. Figure 3
FIG. 4 is a schematic plan view showing an example of an automobile equipped with the hybrid drive system of the present embodiment, and FIG. 4 is an enlarged schematic plan view showing a second motor and the like provided in the drive system.
In this embodiment, there is a difference in the arrangement of the second motor,
Since the other points are the same as those in the first embodiment, the same components and elements as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

In the present embodiment, as shown in FIGS. 3 and 4, the motors 31 and 30 as the second motors forming the hybrid drive device 51 together with the first motor 10 and the like are
The left and right drive shafts 8a and 8b are arranged coaxially with each other, and the rotation of the ring gear 26 can be transmitted to the motors 31 and 30 via the left and right drive shafts 8a and 8b, respectively. That is, as shown in FIGS. 2 to 4, the drive shaft 8a
A motor 31 via a planetary gear 29 for reduction,
Motors 30 are connected to the drive shaft 8b via reduction planetary gears 27, respectively.

The decelerating planetary gears 29 and 27 are each composed of a simple planetary gear, and the planetary gear 29 is a ring gear R connected to the drive shaft 8a.
3, a sun gear S3 connected to the rotor 31b,
And a carrier C3 that supports a plurality of pinions P3 and is fixed to a fixing member such as a case. The planetary gear 27 includes a ring gear R2 connected to the drive shaft 8b and a sun gear S connected to the rotor 30b.
2 and a carrier C2 that supports a plurality of pinions P2 and is fixed to a fixing member such as a case.

Also in the present embodiment having the above-mentioned structure, the hybrid drive device 51 has substantially the same operational effects as those of the first embodiment, and also has the following effects. That is, in the above-described first embodiment,
Since the second motor 23 is connected to the ring gear 26 in the differential device 15, as can be understood from FIG. 2, the rotational drive force returned from the drive shafts 8a and 8b during braking is generated by the side gears 40a and 40b and the pinion gear 41a. It is transmitted to the ring gear 26 via 41b and is taken out from the ring gear 26 (differential case D), and hence the rotation transmission gear 16. Therefore, although the effect of suppressing the transmission loss due to the engagement between the drive pinion 25 and the ring gear 26 can be sufficiently obtained, the drive shaft 8a,
8b and the ring gear 26 (that is, the rotation transmission gear 16) between the side gears 40a and 40b and the pinion gear 41a.
There is a transmission loss due to the interposition of 41b. However, according to the configuration of the present embodiment, since the motors 31 and 30 as the second motors are directly connected to the drive shafts 8a and 8b, respectively, the gears 40a, 40b and 41 are not provided.
There is no transmission loss due to a and 41b, and therefore the energy recovery function by regeneration during braking can be obtained very efficiently.

Further, in this embodiment, the motors 31 and 30 as the second motors are directly arranged on the drive shafts 8a and 8b outside the differential device 15, respectively, so that the second motors Since the rotational driving force from 31 and 30 is not input to the differential device 15, the size of the differential device 15 can be reduced. Further, since the individual motors 31 and 30 are arranged corresponding to the left and right rear wheels 5a and 5b, respectively, the respective rear wheels 5a and 5b can be smoothly and finely controlled and driven, and highly accurate traveling is possible. Control can be implemented. Since the second motors 31 and 30 are arranged on the left and right drive shafts 8a and 8b, for example, by simply arranging two motors whose generated torque is half, only one second motor is provided. It is possible to obtain the same effect as in the case of Further, the left and right second motors 31, 30 are coaxially arranged on the left and right drive shafts 8a, 8b, and the rotors 31b, 30b of the second motors are arranged.
Are connected to the respective drive shafts via reduction planetary gears 29 and 27 that are coaxially arranged on the left and right drive shafts 8a and 8b, respectively. Therefore, although two second motors are used, these motors are arranged. Space can be reduced as much as possible. Further, not only the size of the hypoid gears (25, 26) but also the differential size can be reduced.

<Third Embodiment> Next, a third embodiment will be described with reference to FIG. FIG. 5 is a schematic plan view showing an example of an automobile equipped with the hybrid drive system of the present embodiment. In the present embodiment, there is a difference in the arrangement of the second motor, but since the other points are the same as those in the first embodiment, the same reference numerals are given to the same configurations and elements as those in the first embodiment. And its description is omitted.

In the present embodiment, as shown in FIG. 5, the second motor is arranged so that it can be interlocked on the downstream side of the transmission of the ring gear 26 of the differential device 15. The motors 31 and 30 as the second motors are
This hybrid drive device 51 is configured with the motor 10 and the like, and is a brushless DC motor similar to the motor 10 and larger than the motor 10. Each of these motors 31 and 30 has stators 31a and 30a fixed to a fixing member such as a case, and rotors 31b and 30b rotatably supported with a predetermined air gap on the inner diameter side thereof. ing.

Further, first and second rotation transmission gears 56, 50 are integrally fixed to the drive shafts 8a, 8b protruding leftward and rightward from the differential device 15, respectively. Then, on the motor 31 side, the drive shaft 8a and the rotor 31b are configured to be able to rotate integrally via a gear train that meshes with the rotation transmission gear 56, and on the motor 30 side, meshes with the rotation transmission gear 50. The drive shaft 8b and the rotor 30b are configured to be integrally rotatable via the gear train. The gear train on the side of the motor 31 has a small diameter gear 57 rotatably supported by a supporting means (not shown) and a large diameter gear 59 coaxially and integrally provided with the gear 57.
And a gear 60 integrally provided at the tip of the output shaft 61 of the rotor 31b. The gear train on the side of the motor 30 includes a small-diameter gear 51 rotatably supported by a supporting means (not shown), a large-diameter gear 52 coaxially and integrally provided with the gear 51, and an output of the rotor 30b. The gear 53 is integrally provided at the tip of the shaft 55.

According to this embodiment having the above configuration, the first
And substantially the same operational effect as the second embodiment, and similarly to the second embodiment, the motors 31 and 30 as the second motors are directly connected to the drive shafts 8a and 8b, respectively. Therefore, it is possible to eliminate the transmission loss due to the pinion gears 41a, 41b, etc., which has occurred in the first embodiment, so that the energy recovery efficiency by regeneration during braking can be further improved. And
The first and second rotation transmission gears 56 and 50 are fixed to the left and right drive shafts 8a and 8b, respectively, and these rotation transmission gears are connected to the second left and right motors via a reduction gear train in which a plurality of gears are arranged in parallel. Since the rotors 31b and 30b are connected to the rotors 31b and 30b, the number of gears in the reduction gear train is appropriately changed so that the rotation transmission gears 56 and 50 are arranged in accordance with the arrangement of the second motors 31 and 30. A structure that can be easily and surely connected is realized.

[Brief description of drawings]

FIG. 1 is a schematic plan view showing an example of an automobile equipped with a hybrid drive system according to a first embodiment of the present invention.

FIG. 2 is a perspective view showing the basic structure of the differential device shown in FIG.

FIG. 3 is a schematic plan view showing an example of an automobile equipped with the hybrid drive system according to the second embodiment of the invention.

4 is a schematic plan view showing a second motor and the like in FIG. 3 in an enlarged manner.

FIG. 5 is a schematic plan view showing an example of an automobile equipped with a hybrid drive system according to a third embodiment of the present invention.

FIG. 6 is a schematic plan view showing an example of an automobile equipped with a hybrid drive device that is the basis of the present invention.

[Explanation of symbols]

1 Vehicle 5a, 5b Left and right rear wheels 8a, 8b Left and right drive shaft 10 First motor 11 Power distribution planetary gear 12 Output shaft 13 Propeller shaft 15 Differential device 16 Rotation transmission gear 17 Reduction gear train 19, 20, 21 Gear 23 Second Motors 23a, 30a, 31a stators 23b, 30b, 31b rotor 25 drive pinion 26 ring gear 28 input shafts 27, 29 deceleration planetary gears 30, 31 second motor 50 second rotation transmission gear 51 hybrid drive device 56 first Rotation transmission gears 57, 59, 60, 51, 52, 53 Reduction gear train (gear) D differential case

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Kozo Yamaguchi             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. (72) Inventor Kazuhisa Ozaki             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. (72) Inventor Takeshi Inuzuka             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. (72) Inventor Satoshi Wakuda             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. F-term (reference) 3D039 AA00 AB27                 5H115 PA01 PA12 PC06 PG04 PI16                       PI22 PI29 PU10 PU24 PU25                       QE01 QE10 QI04 RB08 SE04                       SE08 UI32 UI40

Claims (7)

[Claims] 1. A first motor, a planetary gear for power distribution, and a second motor, wherein the driving force transmitted to an input shaft is transmitted to the planetary gear for power distribution to the first motor and the output shaft. In a FR type automobile equipped with a hybrid drive device that is distributed to and transmitted to a vehicle, a differential device is connected to the output shaft via a propeller shaft extending rearward of the vehicle body. A hypoid gear comprising a ring gear fixed to the differential case and a drive pinion meshed with the ring gear and fixed to the tip of the propeller shaft, and the driving force transmitted from the output shaft via the propeller shaft to the left and right rear wheels Of the drive shafts of the second motor, Formed by arranged to cooperate downstream of said differential case including, equipped with a hybrid drive unit, wherein the FR
Type of car. 2. The hybrid drive according to claim 1, wherein a rotation transmission gear is fixed to the differential case so as to rotate integrally with the ring gear, and the rotation transmission gear is connected to the second motor. FR type car equipped with a device. 3. The second motor comprises a stator and a rotor, and the rotation transmission gear is connected to the rotor of the second motor via a reduction gear train in which a plurality of gears are arranged in parallel. An FR-type vehicle equipped with the hybrid drive system according to Item 2. 4. An FR type automobile equipped with the hybrid drive device according to claim 1, wherein a second motor is arranged on each of the left and right drive shafts. 5. The left and right second motors each include a stator and a rotor, and the left and right second motors are coaxially arranged on the left and right drive shafts, respectively. The FR type vehicle equipped with the hybrid drive device according to claim 4, wherein each rotor is connected to each drive shaft through a planetary gear for reduction arranged coaxially with each of the left and right drive shafts. 6. The left and right second motors each include a stator and a rotor, and the first and second rotation transmission gears are fixed to the left and right drive shafts, respectively. The FR type automobile equipped with the hybrid drive device according to claim 4, wherein the transmission gear is connected to each rotor of the left and right second motors via a reduction gear train in which a plurality of gears are arranged in parallel. 7. The FR according to any one of claims 1 to 6.
Hybrid drive unit installed in a type of automobile.